Transmission control



Qct. 14, 1941. w, p c 2,258,908

TRANSMISSION CONTROL .Filed Oct. 28, 1938 s Sheets-Sheet 1' INVENTOR.

A TTORNEY.

Oct. 14, 1941. w PRICE TRANSMISSION CONTROL 3 Sheets-Sheet 2 I NV ENTOR. ///4/POZ0 W P/?/C ATTORNEY.

Filed Oct. 28, 1938 \\\\\\\\\\\w|Il-I IIlIlH| Oct. 14, 1941.

H. w. PRICE TRANSMISSION CONTROL Filed 001:. 28, 1958 3 Sheets-Sheet 3INVEN TOR. HA/POL0 WPA/ A TTORNE Y.

Patented Oct. 1941 UNITED STATES, TE OFHCE name wi x gfi lsg :21 not tov Bendix Aviation Corporation, South Bend, Incl, I

V acorporation of Delaware Application October 2a, 1938, Serial No,237,458

6 Claims. (Cl. 74-335) This invention relates to transmission operatingmeans, and more particularly to means for operating the change-speed,transmission of an automotive vehicle.

One of the objections to the mechanism for opcrating the three-speedsforward and'reverse transmission of the day is the length of movementrequired of the gear shiftlever, or, if the movement is small, therelatively large force required to move said lever. It is also to benoted that the'present day gear shift lever constitutes an obstructionin the driver's compartment and prevents complete freedom of movement ofthe driver and other occupants.

It is therefore one of the objects of the present invention to provide atransmission gear control mechanism so constituted as to avoid theabovereferred-to diificulties.

Another object is to provide, in a transmission gearing controllingmechanism having gears shiftable by power, a manually-operable pivotallymounted controlling device located adjacent the operator, 1. e., beneaththe steering wheel or on the dashboard, and movable in a mannersimulating the movement of a conventional gear shift lever forcontrolling the shiftable gears.

A further object is-t'o provide, in a manually controlled power operatedgear shifting'mech anism, a novel control apparatus therefor in--cluding an arrangementinsuring that the extent ofmovement of the gearshifting member will be substantially proportional to the extent ofmoveingly .accurate control may be exercised by the operator over theshifting of the gears. Such a mechanism is known in the art as afollow-up control, and in the embodiment of my-invention selected forillustration there is'disclosed an airsuspended motor operably connectedto the-transmission and controlled by a so-called line type of follow-upvalve.

A still further object of the invention is to provide a fluid pressureoperated power gear shifting mechanism having a manually operablecontrol member and means controlled thereby in such vide a simple andcompact mechanism for operating an automotive transmission, saidmechanism consisting of relatively few parts which maybe quickly appliedto the transmission of a used automotive vehicle orapplied tothe'transmission during 'the assembly of a new automotive vehicle.

The principal object of my invention, however, is to provide, ina'transmission operating mechanism having the above-described features,a follow-up valve mechanism and operating linkage therefor for socontrolling the transmission operating motor as to efl'ect a variablerate of movement of the power element thereof as it is moved to placethe gears in mesh. With such a mechanism, the rate of movement of thepower element and its connected shift rail progressively decreases, thatis decelerates, and the load exerted by the motor to move the railchanges as the gears ment of the control member, whereby an exceedmotor;

Yet another object of the invention is to pro- .approach their meshedposition.

details of construction and combinations of parts will become apparentfrom the following description of a preferred embodiment, whichdescription is taken in conjunction with the accompanying drawings, inwhich:

Figure 1 is a view disclosing, in side elevation, the transmissionoperating mechanism constituting my invention; Y

Figure 2 discloses, in section, the manually operatedselector forcontrolling the transmission operating mechanism; I v

' Figure 3 is a fragmentary sectional view of a portion of the manuallyoperated mechanism for efiecting the cross-shift operation of thetransmission;

Figure 4 is a view, partly in section and taken on the line 4-4 ofFigure 1, disclosing the details of the shift rail operating motor andthe valve operating linkage;

Figures 5 and 6 are sectional views, taken on the lines 5-5 and 6--6respectively of Figure 4, disclosingdetails of the valve mechanism. and

Figure 7 is a sectional view, taken on the line ation of the motorincludes 1-1 of Figure 4, disclosing details of valve operating linkage;and

Figures 8, 9, 10 and 11 are views disclosing the several parts of thevalve operating linkage of Figure 6.

In that embodiment of my invention disclosed in the drawings, adouble-ended double-acting pressure diiferential operated motor I ispivotally mounted, by trunnion pins I2 in bushings I4, to a curvedbracket I6, the latter being detachably mounted, by a clamp I8, to thesteering column 20 of the vehicle. With such a mounting, the motor,which extends perpendicular or substantially perpendicular to thesteering column, may be angularly moved about the column to the desiredposition.

The change-speed transmission 22 to be operated includes the usual shiftrails, means operated by a crank 24 for selecting one of the rails to beoperated, and other means operated by a crank 26 for moving the selectedrail to establish the transmission in gear. Inasmuch as thistransmission is now standard equipment in many of the vehicles of theday, it is believed unnecessary to disclose it in detail,

My invention is directed to the means for controlling the transmissionoperating motor I0, and particularly to the construction and arrangementof the linkage for operating the valve mechanism within the motor.

Referring now to Figure 4, disclosing the principal elements of myinvention, the aforementioned motor includes a casing 28 which houses areciprocable piston 30. This piston, oftentimes called the power elementof themotor, is operably connected to the aforementioned shift railoperating crank 26 by a hollow connecting rod 32, a floatingvalve-operating power lever 34 and a link 36. As disclosed in Figure 7,the power lever is pivotally connected, by a pin 38, to parallel members40 secured to the lower end of the connecting rod, and said lever isalso connected at its end to the hook-shaped end of the link 36. The pin38 also extends through one end of an angularly movable support link 42,which is pivotally mounted at its other end upon a pin 44 mounted in andextending from a support 46 secured to the bracket I6.

The valve mechanism for controlling the opertwo major parts, one of theparts constituting the end portion 48 of the connecting rod 32 and theother part constituting a spool-shaped member 50 reciprocable within endportion 48 and mounted on the end of 52 connected to the intake manifoldof the engine of the vehicle, or other source of vacuum. No claim ismade to this valve mechanism in the instant application, inasmuch as itis disclosed, described and claimed in my application Serial No.230,996, filed September 21, 1938.

The tube 52 is moved to open the valve by means of a selector 54pivotally mounted at 55 upon a pin 51 extending through a cup-shapedmember 58 secured to the upper end of a tubular member 60. The lattermember is secured at one of its ends to the steering column by a bracket62 and extends at its other end through openings in the base of thebracket I6. To the lower end of the tubular member 60 there is secured,by a split boss 64, a crank having a pin 68 at its end extending throughan elliptically-shaped opening I0 in one end of a manually operatedvalve operating lever 12. The lever "I2 is pivotally mounted upon theend portion I4 of the pin 44 and is pivotally connected, at one of itsends.

a tube attests to the lever 34 by a pin 15. The levers 34 and 12 and thesupport link 42 are curved, as disclosed in Figures 9, 10 and 11, to fitabout the boss 64 and tube 60. There is thus provided a compact linkage,the arms of the levers extending across 22th the tubular member 60 andthe steering post Describing now the operation of the transmis sionoperating mechanism constituting my invention, and incidentallydescribing the mechanism for selecting the shift rail to be operated,when it is desired to place the transmission in low gear, the selector54 is rotated counterclockwise against the tension of a spring I8 in aplane perpendicular to the plane of a steering wheel 80. It may be notedhere that the selector 54 and its housing 58' are moved 90 out ofposition in Figures 1 and 2 for the purpose of illustration. With thismovement of the selector, a rod 82 pivotally connected thereto at 84 andextending through the tube is moved downwardly to rotate the crank 24,the latter being connected to the rod by means of a Bowden wireconnection 86.

The low and reverse shift rail of the transmission having now beenselected for operation, the selector is rotated clockwise, therebyrotating the tube 60 clockwise about its longitudinal axis. R181 ferringto Figures 4 and 7, it will be noted that this movement of the tubeefiects a clockwise movement of the crank 65, and accordingly aclockwise movement of the valve operating lever 12 about its fixed pivot14. As disclosed in Fig ures 4, 5 and 7, to the upper end of the latterlever there is pivotally connected, by a pin 88, a short link 90, andthis link at its other end is pivotally connected, by a pin 92, to asleeve 94 threadedly mounted on a pin 95 extending from and secured tothe valve operating tube 52.

As stated above, when the crank 66 is rotated to move the valveoperating lever I2 clockwise, the so-called power lever 34 is also movedclockwise about the hooked-shaped end of the link 36, the so-calleddrift-lock mechanism of the transmission including detents serving atthe time to resist movement of the latter pivot. This movement isterminated when the lost motion between the pin 14 and an opening 98 inthe lever 34 is taken up. The simultaneous movemen of the power lever 34and valve lever 12, pivoting about the end of the link 88 and the pin I4respectively, serves to move the valve members 48 and 50 in oppositedirections, the member 50 moving downwardly, Figures 4, 6 and 7, and themember 48 moving upwardly. There is thus effected a relatively fast'opening or socalled cracking of the valve mechanism. With thisoperation, a land I00 on the spool-shaped valve member 50 moves past aport I02 in the valve member 48, and a recess I04 of the member 50 isbrought into registry with said port. There is thus effected a fluidtransmitting connection between the intake manifold, or other source ofvacuum, and a lower compartment I06 of the motor I0 via port I02, recessI04, a duct I08 in the valve member 50 and the tube 52. An uppercompartment IIO of the motor is at this time vented to the atmospherevia a port H2 in the valve member 48, a duct H4 in valve member 50, thehollow connecting rod 32, a port H6, and a duct II8 which may beconnected to an air cleaner I20. Air is immediately withdrawn from thecompartment I06, resulting in a differential of pressures acting on thepiston 30. The piston is accordingly moved downwardly, the

s mba lever 8t rotating about the pin 14 and the link 38 being placed incompression to rotate the crank 28 counterclockwise. The low and reverseshift rail is thus moved toward its low gear position. In thisoperation, it will be noted that the valve member 48 reverses itsdirection of movement and accordingly moves in the same direction as thevalve member 50, which is at the time being moved downwardly asdescribed; for the driver, once he initiates the movement of theselector to place the transmission in low gear,

usually continues the movement until the gears are in mesh.

Stressing now the most important feature of my invention, it will benoted that by virtue of the construction and arrangement of the valveoperating mechanism as the selector is being moved toward its low gearposition there results a relative movement between the valve parts 48and 50, the valve part 48 moving to catch up with the valve part 50 andto progressively reduce the area of the port I02 in communication withthe recess I04. The maximum area of this opening, resulting when thevalve is first opened to move the piston 30 from its transmissionneutral position disclosed in Figure 4, is limited, of course, by thegeometry of the valve and its operating linkage, for example, by thesize of the opening 98 in the power lever 34, the diameter of the pin I4and the diameter of the port I02. Inasmuch as all lost motion is takenup when the valve is opened and thereafter during the movement of theselector, it follows that the levers 34 and I2 go solid, the port I02andrecess I04 registering to the maximum amount at first, thearea ofthis opening progressively decreasing as the selector approaches its lowgear position.

Explaining this operation, the relative moveclosely simulates the manualoperation, by the driver, of the shift lever in the driverscompartposition, and particularly when the gear teeth abut each other ina transmission which is not provided with the so-called synchromeshmechanism. Should the transmission to be provided 'with the synchromeshmechanism of the day,

the resistance to movement of the shift lever effected by such mechanismusually results in a ment between the valve members is effected byvirtue of the fact that the distance between the pin I4 and the 'pin 38is greater than the distance between the pin 88 and the pin I4. The pins38 and 88 accordingly move in different arcs about the pin I4, resultingin the pin 38 moving faster than the pin 88 as the selector is moved toplace the transmission in gear. The pin 88 is connected. to the pin 92by the link 90: accordingly, the pin 82 moves at substantially the samespeed as the pin 88. Now, the valve members 48 and 50 are connected tothe pins 38 and 88 respectively: accordingly, the member 48 moves fasterthan the member 50, resulting in the closingoperation of the valvemechanism described above.

With such a mechanism in operation, the movement of the shift railprogressively slows up, that is decelerates, as it approaches its gearestablished position, this action taking place in both directions ofmovement of the rail from its neutral position.- Such a mechanismreduces the likelihood of the piston 30 ramming the end of the casing 28of the motor, and one of the important features of my invention is to soconstruct and arrange the above-described valve and valve operatingmechanism as to effect a socalled lapping of the valve when the pistonreaches a point just short of the end wall of the casing, the gears thenbeing meshed. The motor I0 is then inoperative to further load the crank26, thereby preventing the piston from ramming the'end of the motorcasing. By lapping is meant the movement of the land I00 to completely.cover'the port I02, and therefore stop the evacuation of air from thecompartment I06 of the motor. This deceleration of the shift rail slightslowing up of the shift lever.

With the power" gear shift mechanism of my invention, the driver, inoperating the selector 54, first moves the same to take up the lostmotion between the pin I4 and the opening 98. This movement, asdescribed in detail above, opens the valve, resulting in an energizationof the motor I0.- The movement of the selector and the valve operatinglever 12 is uniform or substantially so: however, the piston 30decelerates as referred to above. This deceleration results from thechange in rate of efiiux of air from the compartment I08 of the motor,for as the area of the opening between the port I02 and the land I 00decreases as above described, the rate of efilux of air also decreases.Accordingly, the gaseous pressure within the compartment I06progressively-decreases, resulting in a progressive decrease of thedifferential of pressures acting upon piston 30, or the force causing itto move. However, the construction and arrangement of the parts are suchthat the valve member 48 catches up with'the valve 50 to lap the valve,despite the deceleration of the member 48. The deceleration factor ofthe piston and its connected shift rail is constant orsubstantially so,until the socalledblocker of the transmission synchronizer functions toincrease the resistance to movement of the piston 30 and manuallyoperated selector.

Now, when this resistance is met, the movement of the levers 34, 42 andI2 and of the crank 68,

which move as a unit, may be momentarily stopped, or at leastsloweddown, depending, of course, on the operation of the synchronizer. Thismomentary checking of the valve operating linkage results in a greaterevacuation of air from the compartment I06, assuming that low gear isbeing established; for during the movement of the piston downwardly, thegaseous pressure within the compartment I06 varies to effect thedeceleration of the piston. However, when the 'movement of the piston isslowed down or possibly stopped, forexample, when the synchronizerblocker functions as above described, then the continued evacuation ofthe compartment I08 results in a loweringof the gaseous pressure withinsaid compartment. This results in a greater differential of pressuresacting upon the piston 30 and a resultant increase of loading of thecrank 28. After the mechanism of the synchronizer has functioned andthegears are about to be meshed, the piston and the levers 34, 32, 88and I2 resume their movement to complete the meshing of the gears. Asabove described, however, the part's'are so constructed and arranged.that the valve is lapped, when the piston is just short of the end ofthe casing 28, to control the load to which the crank 28 is subjectedbythe power means and, what is more important, to prevent the piston 30from ramming an end wall of the motor casing. Accordingly, the powermeans ceases to function justbefore the piston reaches the end of itsstroke.

Describing the so-called follow-up action'of the ber.

valve mechanism, should the movement of the selector 54 be stopped priorto reaching its low gear position, say, before the aforementionedblocker of the synchronizer mechanism is brought into play, the movementof the valve member 58, of course, will also be stopped. The piston 30and its connected valve member 48, however, will continue to move untilthe land I completely covers the port I02, thus cutting off the source.of vacuum from the compartment I86. In this movement the lever 34 movesabout the pin 68 as a fulcrum. The piston 38 will then automaticallystop, inasmuch as the system will be in equilibrium. The valve is now inits lapped position, the same position obtaining when the piston is ator near the end of the motor casing,

all as described supra. The movement of the that when the selector 54 isbeing moved toward its low gear position, the motor' I8 then beingenergized and the valve member 48 moving toward the valve member 50, thefloating power lever 34 is angularly moved clockwise about the pivot pinI4, the top of the opening 98 contactsaid pin. During this movement, thetransmission operating link 38 is placed in compression to move thecrank 26 counterclockwise and the movement of the pin 38 under the loadof the motor piston is resisted by the link 36 and the pin 68. In otherwords, the sum of the forces acting on the ends of the lever 34 equalsthe force or load from the motor piston acting between the ends of thelever at the pin 38. It follows therefore that the selector is subjectedto a load resisting the movement thereof to open the valve, and thisload is directly proportional to the gaseous pressure within thecompartment I88, assuming the atmospheric pressure to be constant orsubstantially so. In other words, this reactionary load or feelincreases when the piston 30 meets the resistance of the synchronizermechanism to stop or slow up its movement, for at that time the gaseouspressure within the compartment I08 is decreased. It may also be notedthat after all lost motion in the linkage is taken up, that'is when thepin [4 contacts the lower portion of the opening 98 and all other lashis taken up, thereafter the force exerted by the piston, when serving tomove the shift rail, may be supplemented by the physical effort of thedriver, or, in the event of failure of the power means, theshift railsmay be operated solely by the physical effort of the driver. To insurethis operation there is provided a pin l6 secured to the lever 84 andextending through an opening 11 in the lever I2. This pin 16 reenforcesthe connection between said levers at pins 15 and 88, after the lostmotion between the pin I6 and the lever 12 is taken up. As disclosed inFigure "I, the link 38 and the pins 68, I5 and 18 are sur-' rounded bygrummets, preferably of hard rub- The opening 11 is, of course,sumciently large to insure the necessary movement between the levermembers 34 and I2 when the valve is first opened. It is to be noted,however,- that enough orce upon the selector to take up this lost mo onand lash and then moves the same at a constant or substantially constantspeed, until the blocker of the synchronizer mechanism functions toincrease the resistance to movement of the motor piston and selector.After this resistance is encountered, the driver may and probably doessupplement theload from the piston with his physical effort to completethe meshingof the gears.

The low gear establishing operation of the mechanism of my inventionhaving been described in detail, it is believed unnecessary todescribeiin detail its operation in placing the transmission in theremaining gear ratios. Obviously, the operation of the motor III inplacing the transmission in' high gear is the same as that justdescribed, and the operation of the motor to place the transmissioneither in reverse gear or in second gear is effected by merely reversingthe direction of movement of the selector. It might be observed,however, that when effecting the second gear operation of the mechanism,after completing its low gear operation, the selector and consequentlythe piston 30 are moved to the transmissiorineutral position disclosedin Figures 1 and 4. The spring I8 then automatically functions to movethe selector 54 clockwise in a plane perpendicular to the steering wheel80, and subsequent counterclockwise movement of the selector in a planeparallel to the steering wheel, of course, effects the second gearestablishing operation of the power means. A return spring I 24 securedto the power lever 34 at I28 and'coiled about the pin 68 serves toprevent undesired relative movement or rattling of the levers 34 and 12,the effect of which may be telegraphed back to theselector.

A curved spring member I28 is connected at its ends to pins 88 and 82 toprovide means for holding the tube 52 and accordingly the valve member50 in the desired position, when the selector is not being operated.Without such a spring, the force of gravity would move the valve member58 relative to the member 48.

There is thus provided a compact power mechanism providing, in largemeasure, the force necessary .to place thetransmission in the desiredgear ratio. In brief, the power mechanism of my invention provides ameans for operating the transmission which is easily controlled,requires but little effort by the driver and simulates the operation ofthe shift lever of a conventional transmission.

While one illustrative embodiment has been described, it is not myintention to limit the scope of the invention to that particularembodiment, or otherwise than by the terms of the appended claims. 7

I claim: a

1. A gear shifting mechanism comprising a plurality of shift rails,shift rail selecting means and means operable to move a selected rail toestablish different gear relations, manually operated means foroperating the shift rail selecting means and power means for actuatingthe means for moving a selected rail, said power means including apressure diflerential operated motor and a two-part valve mechanism forcontrolling the flow of fluid into and from said motor to control theenergization thereof, a manually operated valve operating selectormember mounted adjacent the steering wheel of the vehicle, said memberbeing movable in at least two different planes when being operated tocontrol the operation of said valye mechanism and the aforementionedmanually operable shift rail selecting means, and force transmittingmeans interconnecting said selector, two-part valve mechanism and railmoving means and serving, I

when actuated by the selector and the power element of the motor, toeffect different rates of movement of the two parts of the valvemechanism, said force transmitting means including a crank, a valveoperating power lever, a manually operated valve operating lever shorterthan said valve operating power lever and movable relative thereto whenthe valve mechanism is being lapped, a pin interconnecting said crankand levers atone end thereof, means pivotally connected to the other endof said valve operating power lever and serving to connect said leverwith one of the parts of said two-part valve mechanism, and othermeans'pivotally connected to the other end of said manually operatedvalve operating lever and serving to connect said lever with the otherpart of said two-part valve mechanism.

2. A gear shifting mechanism comprising a plurality of shift rails,shift rail selecting means and means operable to move a selected rail toestablish different gear relations, manually operated means foroperating said shift rail selecting means and power means for actuatingsaid means for moving a selected rail, said power means ineluding apressure differential operated motor and a two-part valve mechanism forcontrolling the flow of fluid into and from said motor to control theenergization thereof, a manually operated valve operating selectormember mounted .adjacent the steering wheel of the vehicle, saidmember'being movable in at least two different planes when beingoperated to control the opereffect different rates of movement of thetwo parts of the valve mechanism, whereby the valve mechanism is placedin its lapped position to cut oil the operation of the motor when thetransmission is in gear.

4. A gear shifting mechanism comprisingfia plurality of shift rails,shift rail selecting means 'and means operable tomove a selected rail toestablish different gear relations, manually operated means foroperating said shift rail selecting means and power means for actuatingsaid means for moving a selected rail, said power means including apressure difierential operated motor and a two-part valve mechanism forcontrolling the flow of fluid into and from said motor to control theenergization thereof, a manually operated valve operating selectormember mounted adjacent the steering wheel .of the vehicle, said memberbeing movable in at least two different planes when being operated tocontrol the operation of said valve mechanism and the aforementionedmanually operable shift rail selecting means, and force transmittingmeans, including a pair of lever members of different effective lengthsindependently connected to said valve parts and movable, by the selectorand power element of the motor, at different rates in a fixed ation ofsaid valve mechanism and the ,aforementioned manually operable shiftrail selecting means, and force transmitting means, including parts formoving the two parts of the valve mechanism at different'rates in fi xedratio duringthe operation of the selector and the power element of themotor, interconnecting said selector, twopart valve mechanism and secondmentioned means whereby the valve mechanism is placed in.

its lapped position to cut oflc the operation of the motor when thetransmission is in gear;

3. A gear shifting mechanism comprising a plurality of shift rails,shift rail selecting means and means operable to move a selected rail toestablish different gear relations, manually operated means foroperating said shift rail selecting ratio whereby the valve mechanism isplaced in its lapped position to cut off the operation of the motor whenthe transmission is in gear.

.5. A gear shifting mechanism comprising a plurality of shift rails,shift rail selecting means and means operable to move a selected rail toestablish different gear relations, manually oper-- ated means foroperating said shift rail selecting means and power ,means for actuatingsaid means for moving a selected rail, said power means in-- cluding apressure differential operated motor and a two-part valve mechanism forcontrolling the flow of fluid into and from said motor to.

control the energizationthere of, a manually operated valve operatingselector member mounted adjacent the steering wheel of the vehicle. saidmember being movable in at least two different planes when beingoperated to control the operation of said valve mechanism and theaforementioned manually operable shift rail selecting 1 means, and forcetransmitting means interconmeans and power means for actuating saidmeans mitting means, including a floating lever meme ber connected toone of the two parts of the valve mechanism and another lever member ofdifferent effective length than said floating lever connected to theother part of the valve mechanism,'said levers serving, when actuated bythe selector and the power element of the motor, to

necting said selector, two-part valve mechanism and second mentionedmeans,.said force transmitting means including means for effectingdifferent rates of movement of the two parts of the valve mechanism andcomprising a pair of lever -members of different effective lengths. oneof said members being connected to the selector member and to one of theparts of the two-part valve mechanism and the other lever member beingconnected to the selector member, the power element of the motor and theother part of the two-part valve mechanism whereby the valve mechanismis placed in its lapped position to cut oil the operation of the motorwhen the [the flow of fluid into and from said motor to transmission isin gear. v

6. A gear shifting mechanism comprising a plurality of shift rails,shift rail selecting means and means operable to move a selected rail toestablish dlfierent gear relations, manually operated means foroperating the shift rail selecting means and power means for actuatingthe means.

for moving a selected rail, said power means including a pressuredifferential operated motor and a two-part valve mechanism forcontrolling control the energization thereof, a manually loperated valveoperating selector member mounted mentioned manually operable shift railselecting 5 means, and force transmitting means intercom necting saidselector, two-part valve mechanism, the power element or the motonandthe rail moving means and serving, when actuated by the selector and thepower element of the motor, 10

to effect different rates of movement of the two parts of the valvemechanism, said i'oroe transmitting means including a floating valveoperatlng power lever a manually operatedvalve operating lever shorterthan the valve operating power lever and movable relative thereto whenthe valve is being opened, together with a fixedly mounted pinconstituting a fulcrum for one of said valve operating levers.

V HAROLD W. PRICE.

